• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The system (1) comprises at least one lift-generating element (16A, 16B) which is capable of directly modifying the lift of the aircraft (AC) and means (13, 14, 15, 9, 17A, 17B) for, when actuating by a pilot of the aircraft an aircraft control stick (3) generating a vertical load factor control value, setting a steering order and applying it to a elevator (8) and simultaneously define a control command and apply it to the lift generating element (16A, 16B) to generate a direct lift.
    公开号:FR3024249A1
    申请号:FR1457145
    申请日:2014-07-24
    公开日:2016-01-29
    发明作者:Mathieu Carton；Pierre Debusschere；David Chabe
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a system for controlling the flight of an aircraft, in particular a transport aircraft. Although not exclusively, the present invention applies more particularly to the control of the flight of a refueled aircraft, during a refueling flight of the aircraft. It is known that in-flight refueling, intended to transfer fuel from an aircraft (known as a refueling aircraft) to another aircraft (called refueling aircraft) during the flight, is a very demanding task, particularly for the pilot or pilots of the aircraft. Aircraft refueled. This task requires precision, speed and robustness. In particular, the pilot must adjust the position of the refueled aircraft with a precision of the order of 20 centimeters, to be able to engage the refueling probe in flight in the refueling basket of the refueling aircraft. Usually, a so-called vertical load factor control law C * (or C * U) is used to control the pitch axis of an aircraft equipped with an electric flight control system. The main principle of this law C * is to convert a control of the pilot (via the control stick deflection) into a high speed load factor control and a low speed load factor and pitch ratio control. . These commands are converted into a steering command of an elevator of the aircraft. With such a conventional law C *, the increase in lift of the aircraft is due to an increase in the incidence of the aircraft, which is, in turn, due to the movement (or deflection) of the elevator .
    [0002] Thus, at the beginning of the command, even if the controlled load factor is positive, the load factor measured at the center of gravity of the aircraft is negative. This phenomenon causes a delay in the response of the aircraft, and thus a loss of precision and a loss of robustness in certain piloting phases, for example in-flight refueling.
    [0003] The present invention relates to a flight control method of an aircraft which aims to remedy this drawback.
    [0004] For this purpose, according to the invention, said method comprises at least the following successive steps: a) a step of generating a vertical load factor control value, this load factor control value being representative 5 manual actuation of a control stick of the aircraft by a pilot of the aircraft; b) a step of calculating at least one steering command of at least one elevator of the aircraft, from said load factor control value; and c) a step of applying at least one calculated steering command to the elevator in order to modify the incidence of the aircraft and its lift is remarkable in that: step b) comprises substeps of: b1) distributing the load factor command value to a first value and a second value; b2) calculating, using said first value, a steering command of the elevator; and b3) calculating, with the aid of said second value, at least one command order of at least one lift-generating element of the aircraft, said lift-generating element being able to modify the lift of the aircraft. aircraft; and - step c) comprises substeps consisting of: c1) applying said steering command to said elevator; and c2) applying said control command to said at least one lift generating member, said first and second values being defined such that when the corresponding steering command and control command is permanently applied to the steering respectively. at least one lift-generating element, the latter generate the same aerodynamic positioning of the aircraft as if a steering command 3024249 3 determined from the entire load factor control value was applied to the only one elevator. Thus, thanks to the invention, it is simultaneously controlled, in addition to the elevator, at least one lift-generating element, the direct effect of which on the lift of the aircraft is faster than that of the control surface. depth and is almost immediate, which eliminates the delay in the response of the aircraft and thus to overcome the aforementioned drawback. Advantageously, the substep c2) consists of applying said control order, symmetrically, to at least one pair of lift generating elements arranged symmetrically with respect to a vertical plane of symmetry of the aircraft. Furthermore, advantageously, the lift generating element is an aerodynamic surface capable of being steered in one direction, and prior to step c), this aerodynamic surface is subjected to a partial deflection, the order of command being applied relative to this partial deflection. The present invention also relates to a flight control system of an aircraft, which comprises: a unit for generating a vertical load factor control value, said unit comprising a control stick of the aircraft capable of being actuated manually by a pilot of the aircraft, and means generating a load factor control value representative of the actuation of said control stick; A computing unit configured to calculate at least one steering command of at least one elevator of the aircraft, from a load factor control value; and at least one elevator associated with at least one first actuator, the first actuator being configured to apply a calculated steering command, to the elevator so as to modify the incidence of the aircraft, as well as its lift. According to the invention: the calculation unit comprises: a first calculation set configured to distribute the load factor control value in a first value and in a second value; A second calculation unit configured to calculate, using said first value, a steering command of the elevator, this steering command being applied to said elevator from said first actuator; and a third calculation set configured to calculate, with the aid of said second value, at least one control command of at least one lift generating element of the aircraft; and said system furthermore comprises at least one lift-generating element, the lift-generating element being able to modify the lift of the aircraft and being associated with at least one second actuator, the second actuator being configured to applying said control command to said lift generating element, said first and second values being defined such that, when the corresponding steering command and control command is permanently applied respectively to the elevator and said at least one As a lift-generating element, these generate the same aerodynamic positioning of the aircraft as if a steering command determined from the entire load factor control value was applied to the elevator alone. Advantageously, said system comprises at least one pair of lift generating elements, arranged symmetrically with respect to a vertical plane of symmetry of the aircraft. In a first embodiment, at least one lift-generating element is an aerodynamic surface of the aircraft capable of modifying the lift of the aircraft. Preferably, said aerodynamic surface of the aircraft is one of the following: a spoiler of the aircraft; a fin of the aircraft.
    [0005] In addition, in a second embodiment at least one lift-generating element is a micro-propulsion unit capable of generating an action modifying the lift of the aircraft. The present invention further relates to an aircraft, particularly a transport aircraft, which is provided with a system such as that specified above. The appended figures will make it clear how the invention can be realized. In these figures, identical references designate similar elements.
    [0006] Fig. 1 is a block diagram of a system which illustrates an embodiment of the invention. The pairs of FIGS. 2A and 2B, as well as 3A and 3B, show schematically the actions generated on the aerodynamic position of an aircraft, to which a conventional system and a system according to the invention are respectively applied. Figure 4 is a graph for illustrating an effect obtained by the implementation of the invention. The system 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention is a flight control system of an AC aircraft, in particular of a transport aircraft. Although not exclusively, the present invention applies more particularly to the control of the flight of an aircraft which is refueled, during refueling in flight, from a refueling aircraft. Such refueling in flight is a very demanding task especially for the 25 pilots of the refueled aircraft, and requires precision, speed and robustness. For this purpose, said system 1 comprises: at least one unit 2 for generating a charge factor control value (vertical). Unit 2 comprises a standard control sleeve (or member) 3, in particular a mini-stick, capable of being manually actuated by a pilot of the aircraft, and a conventional means 4 automatically generating a control factor value of load which is representative of the actuation of said control stick 3 (as illustrated by a phantom 5 link); a calculation unit 6 which is configured to calculate at least one steering command of at least one elevator 8 of the aircraft AC, from a load factor control value received via a link 7 average 4; and at least one elevator 8 which is associated with at least one actuator 9 and which is capable of being steered as represented by a double arrow B. The actuator 9 is conventionally configured to act on the steering wheel depth 8, as illustrated by a link 11 in phantom, in order to apply to the elevator 8 a calculated steering order, so as to modify the incidence of the aircraft AC. In the context of the present invention, the load factor considered is a vertical load factor.
    [0007] According to the invention, the computing unit 6 comprises: a calculation unit 13 which is configured to distribute the load factor command value received from the means 4 at a first value and a second value, so that the sum of said first and second values is equal to said load factor control value; A calculation unit 14 which is configured to calculate, in the usual manner, with the aid of said first value, a steering command of the elevator 8. This steering command is applied, in the usual way, to said the elevator 8 by the actuator 9; and a calculation unit 15 which is configured to calculate, using said second value, a control command of at least one lift generating element 16A, 16B of the aircraft AC. In the embodiment shown in FIG. 1, the calculation unit 13 is partly integrated in the calculation unit 14 and partly in the calculation unit 15.
    [0008] According to the invention, said system 1 further comprises at least one but preferably a plurality of lift generating elements 16A and 16B. A lift generating element 16A, 16B is able to modify the lift of the aircraft AC, and it is associated with at least one actuator 17A, 17B to which a control command is transmitted. The actuator 17A, 17B is configured to apply the control command to the lift generator element 16A, 16B with which it is associated, as illustrated by a dashed line link 18A, 18B. Said first and second values are defined so that, when the corresponding steering command and control command are permanently applied respectively to the elevator 8 and to said at least one lift generating element 16A, 16B, these the latter 10 generate the same aerodynamic positioning (or the same final aerodynamic response) of the AC aircraft as if a steering command determined from the entire load factor control value was applied to the elevator alone. , the system 1 (an electric flight control system) controls, during the manual actuation by the driver of the control stick 3, in addition to the elevator elevator 8, simultaneously at least one lift generating element 16A, 16B, whose direct effect on the lift is faster than that of the elevator 8 and is almost immediate (or almost instantaneous).
    [0009] Therefore, in order to obtain a faster pitch response, the system 1 uses at least one lift generating element 16A, 16B, namely another available control surface (or steering) or other means as specified below, to create a near-immediate lift, whose efficiency is all the more important that this element is near the 25 center of gravity of the aircraft AC. A specific flight control law implemented by the calculation unit 15 is added, in the calculation unit 6, to the usual C * type law implemented by the calculation unit 14 (of the system of calculation). electric flight controls). A constant part of the controlled load factor is obtained by a specific kinematics using a (symmetrical) deflection of lift generating elements 16A, 16B, in particular ailerons and spoilers, which is proportional to the steering deflection of 3024249 8 depth 8, to reduce the phase delay. This provides an almost instantaneous lift contribution of limited amplitude. This new law preserves a typical Nz load factor behavior, while providing the benefits of near-instantaneous lift (low response time). This allows a gain of several hundred milliseconds in longitudinal response time compared to a conventional system. Thus, the system 1 is more responsive, more accurate and more robust than a conventional system. In the particular embodiment, shown in FIG. 1, the calculation unit 13 comprises: a limiting element 20 which is integrated in the calculation unit 15 and which limits the load factor control value, received from the means 4 by a link 7A (connected to the link 7). The limited part (which corresponds to the second aforementioned value) is transmitted via a link 21A to a filter element 22 of the calculation unit 15; and a calculation element 23 which is integrated in the calculation assembly 14 and which subtracts this limited part, received via a link 21B, from the load factor command value received from the means 4 by a link 7B (connected to the link 7).
    [0010] Furthermore, the calculation unit 14 performs usual calculations, and it comprises for this purpose: a filter element 24 which filters the value received from the calculation element 23 via a link 25; a calculation element 26 which calculates a normal gain Kqn and applies it to the value received from the filter element 24 via a link 27; a calculation element 28 which is the sum of the result received from the calculation element 26 via a link 29 and the result received from a calculation element 30 of the calculation unit 15 via a link 31. This element of calculation Calculation 30 calculates a gain Kdqd and applies it to the value received from the filter element 22 via a link 32A. The calculation element 28 sends the value obtained, which represents the steering order, via a link 33, to the actuator 9 so that it applies it in the usual way to the elevator 8.
    [0011] The filtering implemented by the filter element 22 is intended to optimize the specific control law implemented by the calculation unit 15 in order to preserve a typical load factor behavior Nz. In addition, the filtering implemented by the filter element 24 is intended to regulate the desired behavior of the Nz law. In addition, the limitation implemented by the limiting element 20 is such that the specific direct lift control does not exceed a predetermined threshold. Furthermore, the calculation unit 15 further comprises: a calculation element 34 which calculates a gain Kaild and applies it to the value received from the filtering element 22 via a link 32B. The calculation element 34 sends the obtained value, which represents a first control command, via a link 35, to the actuator 17A for it to apply to said at least one lift generating element 16A, for example ailerons arranged symmetrically; A calculation element 36 which calculates a gain Kspd and applies it to the value received from the filter element 22 via a link 32C; and - a computing element 37 which is the sum of the value received via a link 38 of the computing element 36 and a value indicating the amplitude of a pre-steering, which is stored in a memory 39 and which is received via a link 40. The computing element 37 sends the obtained value, which represents a second control command, via a link 41, to the actuator 17B for application to the at least one element lift generator 16B and preferably at least one pair of lift generating elements, for example spoilers arranged symmetrically.
    [0012] As the spoilers 16B can only be pointed upwards, a partial pre-steering (or pre-deflection) is thus introduced on these spoilers 16B, so that they can be steered, with a direct lift law, in the two directions around this pre-steered position. The control command is then applied with respect to this partial pre-steering. This last feature can be applied to any lift generating element that can only be pointed in one direction.
    [0013] Moreover, it should be noted that: the normal gain Kqn is a tabulated gain dependent on flight parameters, and is calculated, in the usual way, by means of a usual vertical load factor adjustment method; 5 - the gain Kdqd is used to compensate for the fact that the spoilers and / or the fins are not at the center of gravity of the aircraft AC, in order to find a typical longitudinal behavior of a NZ law by suppressing the longitudinal movements in terms of pitch and pitch rate; and the Kaild and Kspd gains are tabulated static gains depending on 10 flight parameters, and they are calculated to obtain a direct and almost instantaneous lift, generated by 16A flaps and / or 16B spoilers, which is proportional to the factor controlled vertical load. Figures 2A and 2B illustrate the effect obtained by a conventional system that acts only on the elevator elevator 8 of the aircraft AC. In FIG. 2A, an arrow P1 represents the lift that is due to a modification of the angle of attack (illustrated by an arrow El), which is generated by an action of the elevator 8 (as illustrated by an arrow E2). In FIGS. 2A and 3A, the aircraft AC is represented, in broken lines in the initial position, and by a continuous line in the position obtained following an action implemented. The curve C1 of FIG. 2B very schematically illustrates the corresponding evolution of the effect Nz on the load factor as a function of time t in the example of FIG. 2A. FIGS. 3A and 3B illustrate the effect obtained by the system 1, as described above, which acts on both the lift generating elements 16A and 16B and on the elevator elevator 8 of the aircraft AC. In FIG. 3A, an arrow P2 shows the lift that is generated by an action of the lift generating elements 16A and 16B (as illustrated by an arrow E3). Curve C2 of FIG. 3B very schematically illustrates the corresponding evolution of the Nz effect on the load factor as a function of time t in the example of FIG. 3A.
    [0014] In FIG. 4, the main advantage obtained thanks to the system 1 as mentioned above has been demonstrated. To do this, it is shown in this Figure 4 which is a diagram illustrating the evolution of the vertical load factor Nzcg as a function of time t: 5 - a curve F1 representing the control value of the load factor, as received average 4; a curve F 2 representing the load factor, as effectively generated by the system 1 (and measured at the center of gravity of the aircraft AC), for such a control value (F1); and a curve F3 representing the controlled load factor, as effectively generated by a conventional system, for such a control value (F1), with at the beginning of the command, as shown by an arrow D, a load factor measured at the center of gravity of the aircraft AC which is negative although the controlled load factor (F1) is positive.
    [0015] The comparison of the curves F2 and F3 makes it possible to highlight the elimination of the delay in time At obtained by the system 1. A direct and almost instantaneous lift is thus obtained by pointing the lift generating elements (spoilers and fins). in particular), simultaneously with the increase or decrease of the lift generated indirectly by the steering of the elevator elevator 8. The general lift can thus be increased directly without any change in the angle of incidence. In a preferred embodiment, the system 1 comprises one or more pairs of lift generating elements. The lift generating elements of each pair are arranged symmetrically with respect to a vertical plane of symmetry of the aircraft AC (passing through the longitudinal axis of the aircraft and in particular representing an axis of symmetry of the wings of the aircraft) . In addition, the system 1 applies the control command, symmetrically, to said at least one pair of lift generating elements, i.e. identically on each side.
    [0016] It should further be noted that the more the lift generating elements used to generate almost instantaneous lift are close to the center of gravity of the AC aircraft, the higher the efficiency. In a first embodiment, as mentioned above, each lift generating element 16A, 16B is an aerodynamic surface of the aircraft AC capable of modifying the lift of the aircraft AC. Preferably, said aerodynamic surface of the aircraft AC is one of the following elements: a usual spoiler of the aircraft AC, as for the lift-generating element 16B in FIG. 1; and a usual fin of the aircraft AC, as for the lift-generating element 16A in FIG. 1. In addition, in a second embodiment, each lift-generating element is a micro-propeller, in particular of the type RCS (ie a reaction control system). Such a micro-propellant which is based on an action / reaction principle and which is capable of generating an effect, for example by emitting a jet of high pressure gas, which modifies the lift of the aircraft AC. In a third embodiment, the system 1 may comprise both lift generating elements according to the first embodiment and lift generating elements according to the second embodiment above. Therefore, the system 1 includes specific manual flight control laws to facilitate the piloting of the aircraft, particularly during a refueling flight. The advantage of said system 1 can be taken into account for each driving task requiring precision, speed and robustness.
    权利要求:
    Claims (9)
    [0001]
    REVENDICATIONS1. A method of controlling the flight of an aircraft, said method comprising at least the following successive steps: a) a step of generating a charge factor control value, said charge factor control value being representative of a manually actuating a control stick (3) of the aircraft (AC) by a pilot of the aircraft (AC); b) a step of calculating at least one steering command of at least one elevator (8) of the aircraft (AC), from said load factor control value; and c) a step of applying at least one calculated steering command to the elevator (8) so as to modify the incidence of the aircraft (AC) and its lift, characterized in that step b) comprises sub-steps consisting of: b1) distributing the load factor command value to a first value and a second value; b2) calculating, using said first value, a steering command of the elevator (8); and b3) calculating, with the aid of said second value, at least one control command of at least one lift generating element (16A, 16B) of the aircraft (AC), said lift generating element (16A , 16B) being able to directly modify the lift of the aircraft (AC); and - step c) comprises substeps consisting of: c1) applying said steering command to said elevator (8); and c2) applying said control command to said at least one lift generating member (16A, 16B), said first and second values being defined such that when the corresponding steering command and control command is finally applied respectively to the elevator (8) and 3024249 14 to said at least one lift generating element (16A, 16B), the latter generate the same aerodynamic positioning of the aircraft (AC) as if a steering command determined from the entire load factor control value was applied to the elevator alone (8). 5
    [0002]
    2. Method according to claim 1, characterized in that the sub-step c2) comprises applying said control command, symmetrically, to at least one pair of lift generating elements arranged symmetrically with respect to a vertical plane. symmetry of the aircraft (AC). 10
    [0003]
    3. Method according to one of claims 1 and 2, characterized in that the lift generating element is an aerodynamic surface (16B) adapted to be pointed in one direction, and in that, prior to step c ), this aerodynamic surface (16B) is subjected to a partial deflection, the control order being applied relative to this partial deflection.
    [0004]
    A flight control system of an aircraft, said system (1) comprising: - a unit (2) for generating a charge factor control value, said unit (2) comprising a control stick (3) ) of the aircraft (AC) 20 adapted to be actuated manually by an aircraft pilot (AC), and means (4) generating a load factor control value representative of the actuation of said control stick ( 3); a calculation unit (6) configured to calculate at least one steering command of at least one elevator (8) of the aircraft (AC), from a load factor control value; and at least one elevator (8) associated with at least one first actuator (9), the first actuator (9) being configured to apply a calculated steering command to the elevator (8) so as to modify the incidence of the aircraft (AC), as well as its lift, characterized in that: - the computing unit (6) comprises: - a first calculation unit (13) configured to distribute the value of load factor control at a first value and a second value; a second calculation unit (14) configured to calculate, using said first value, a steering command of the elevator (8), this steering command being applied to the said one of the elevator ( 8) by said first actuator (9); and - a third calculation unit (15) configured to calculate, using said second value, at least one control command of at least one lift generating element (16A, 16B) of the aircraft (AC ); and said system (1) furthermore comprises at least one lift-generating element (16A, 16B), the lift-generating element (16A, 16B) being able to directly modify the lift of the aircraft (AC) and being associated with at least one second actuator (17A, 17B), the second actuator (17A, 17B) being configured to apply said control command to said lift generating element (16A, 16B), said first and second values being defined so that, when the corresponding steering command and control command are permanently applied respectively to the elevator (8) and to said at least one lift generating element (16A, 16B), the latter generate the same aerodynamic positioning of the aircraft (AC) only if a steering command determined from the entire load factor control value was applied to the elevator alone (8).
    [0005]
    5. System according to claim 4, characterized in that it comprises at least one pair of lift generating elements, arranged symmetrically with respect to a vertical plane of symmetry of the aircraft (AC).
    [0006]
    6. System according to one of claims 4 and 5, characterized in that said at least one lift generating element (16A, 16B) is an aerodynamic surface of the aircraft (AC) capable of modifying the lift of the aircraft (AC).
    [0007]
    7. System according to claim 6, characterized in that said aerodynamic surface of the aircraft (AC) is one of the following: a spoiler (16B) of the aircraft (AC); a fin (16A) of the aircraft (AC). 5
    [0008]
    8. System according to any one of claims 4 to 7, characterized in that said at least one lift-generating element is a micro-propulsion capable of generating an action modifying the lift of the aircraft (AC).
    [0009]
    9. Aircraft, characterized in that it comprises a flight control system (1) such as that specified in any one of claims 4 to 8.
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    同族专利:
    公开号 | 公开日
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    US20160023749A1|2016-01-28|
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    法律状态:
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    FR1457145A|FR3024249B1|2014-07-24|2014-07-24|METHOD AND SYSTEM FOR CONTROL OF THE FLIGHT OF AN AIRCRAFT.|FR1457145A| FR3024249B1|2014-07-24|2014-07-24|METHOD AND SYSTEM FOR CONTROL OF THE FLIGHT OF AN AIRCRAFT.|
    US14/807,014| US9663219B2|2014-07-24|2015-07-23|Method and system for controlling the flight of an aircraft|
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